Solid State Energy Storage and Management System

ABSTRACT

Systems and methods for energy storage and management may be useful for a variety of applications, including launch devices. A system can include a direct current (DC) bus configured to operate within a predetermined range of voltages. The system can also include an array comprising a plurality of ultra-capacitors connected to the DC bus and configured to supply the DC bus with energy. The system can further include an input configured to receive energy from a power grid, wherein the power grid is configured to supply fewer than 250 amps of power. The system can additionally include an output configured to supply more than 250 amps of power. The system can also include a controller configured to control charging and discharging of the array of ultracapacitors and configured to control the DC bus to remain within the predetermined range of voltages.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/356,608, filed on Jun. 24, 2021, which is a continuation of U.S.patent application Ser. No. 16/102,061, filed on Aug. 13, 2018, now U.S.Pat. No. 11,052,766, which is a continuation of U.S. patent applicationSer. No. 14/505,476, filed on Oct. 2, 2014, now U.S. Pat. No.10,046,644, which claims the benefit of U.S. Provisional PatentApplication No. 61/885,968, filed on Oct. 2, 2013, the disclosures ofwhich are hereby incorporated by reference in their entireties.

BACKGROUND Field

Certain embodiments of the present invention relate to systems andmethods for energy storage and management. For example, certainembodiments relate to systems and methods for solid state energy storageand management.

Description of the Related Art

Traditional systems for energy storage and management, particularly inthe amusement ride industry are not adequate. Typically, the parkoperator has to install a large, for example 1000+ amperage, servicealong with a very large transformer and large conductors, such as thickwires or cables. This installation has a very high initial cost, and mayrequire the operator to pull power directly from the power grid. Someoperators do not have this option due to the size of their electricalinfrastructure or where the service would have to be physicallyinstalled on their property. Operators who provide moveable or transientrides, such as traveling carnivals, cannot provide certain types ofamusement rides because of inadequate power supply.

As an alternative to simply providing very large amperage service, aflywheel generator is sometimes used to store energy from a grid anddeliver it to a particular ride. Nevertheless, a flywheel generator andout-building to house and support the generator may be expensive, heavy,and often noisy. Further, the flywheel generator may be unable to storeelectrical energy converted from kinetic energy efficiently due tomechanical losses or the like.

Amusement park operators typically do not like the idea of pulling therequired large amount of energy from the electrical grid at one time andsome are not able to install large three phase electrical services atparticular geographical locations on the properties. Operators typicallydo not want the added expense or maintenance of a flywheel generator nordo they want to build a secondary out building to house the generator.With the need to rapidly launch rides, often as recurrently as every 20to 30 seconds, needs exist for improved systems and methods for energystorage and management, including solid state energy storage andmanagement.

SUMMARY

According to certain embodiments, a system according the presentinvention can include a direct current (DC) bus configured to operatewithin a predetermined range of voltages. The system can also include anarray comprising a plurality of ultra-capacitors connected to the DC busand configured to supply the DC bus with energy. The system can furtherinclude an input configured to receive energy from any power source,including the lowest energies that are supplied by the line voltagestypically used. Thus, the power grid can be configured to supply farfewer than 250 amps of power. The system can additionally include anoutput configured to supply more than 250 amps of power. The system canalso include a controller configured to control charging and dischargingof the array of ultra-capacitors and configured to control the DC bus toremain within the predetermined range of voltages.

In certain embodiments, a method can include operating a DC bus of asystem within a predetermined range of voltages. The method can alsoinclude supplying the DC bus with energy using an array comprising aplurality of ultra-capacitors connected to the DC bus. The method canfurther include receiving energy from a power grid via an input of thesystem. The power grid can be configured to supply fewer than 250 ampsof power. The method can additionally include supplying more than 250amps of power via an output of the system. In certain embodiments, linevoltages can be used as a first 250 amps of power from a power grid in acontinuous connection during operation; wherein the plurality ofultra-capacitors outputs more than 250 amps of power to the load tolaunch a vehicle on a closed track via one or more linear synchronousmotors; and wherein the ultra-capacitor based launch system is the onlysource of energy for the vehicle. Embodiments may also include arecycling system that includes an second energy input for receivingenergy from a regenerative braking circuit. The recycling may beaccomplished by obtaining power from magnetic braking. The magneticbraking may be eddy current braking utilizing an air gap and a stator.The output may include providing about 250 to 4,000+ amps forapproximately 2 to 3 seconds. Output amperage may be greater that about250, 300, 350, 400, 500, 750, 1,000, 1,500, 2,000, 2,500, 3,000, 4,000amps or other values or ranges. Discharge times may vary from about 0.1seconds to 10 minutes, 0.5 seconds to 2 minutes, 1.0 second to 1 minute,1.5 seconds to IO seconds, or any other combinations of these ranges.

Additional features, advantages, and embodiments of the invention areset forth or apparent from consideration of the following detaileddescription, drawings and claims.

Moreover, it is to be understood that both the foregoing summary of theinvention and the following detailed description are exemplary andintended to provide further explanation without limiting the scope ofthe invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

For proper understanding of the invention, reference should be made tothe accompanying drawings, wherein:

FIG. 1 illustrates a system according to certain embodiments.

FIG. 2 illustrates a method according to certain embodiments.

FIGS. 3A-3B illustrate a system according to certain embodiments.

DETAILED DESCRIPTION

Embodiments of the present invention solve many of the problems and/orovercome many of the drawbacks and disadvantages of the prior art byproviding systems and methods for energy storage and management. Systemsand methods are described for using various tools and procedures forenergy storage and management. A system of certain embodiments of thepresent invention may be referred to herein as an Solid State EnergyStorage and Management System. In certain embodiments, the tools andprocedures may be used in conjunction with launch devices. The tools andprocedures may couple the system with a braking system that can harvestsome of the kinetic energy and store the harvested energy for a futuredischarge or launch. In certain embodiments, the system may be about a0.5-5 MW system.

The examples described herein relate to amusement park launch devicesfor illustrative purposes only. The systems and methods described hereinmay be used for many different industries and purposes, includingamusement industries, defense industries, people movers, automotiveindustries and/or other industries completely. In particular, thesystems and methods may be used for any industry or purpose where rapidor slow moving vehicles, sleds, or objects need to be accelerated,driven, frictionlessly (or near-frictionlessly) propelled, or controlledfor various purposes. The terms vehicles and sleds are usedinterchangeably herein.

Certain embodiments may utilize super-capacitors, also known asultracapacitors. In certain embodiments, the capacitors are chosen sothat the charge time to discharge time can be in the range of about 1:1,2:1, 3:1, 4:1, 5:1, 10:1, 20:1, 50:1, 100:1, 500:1, 1,000:1, and rangesand various combinations thereof. In certain embodiments the capacitorsmay charge over a relatively long period of time and then dischargerapidly. Charge times may be about 0.1 seconds, 0.5 seconds, 1 second, 5seconds, 10 seconds, 20 seconds, 30 seconds, 45 seconds, 1 minute, 2,minutes, 5 minutes, 10 minutes, and other times or ranges. Dischargetimes may be about 0.0001 seconds, 0.001 seconds, 0.01 seconds, 0.1seconds, 1 second, 2 seconds, 3 seconds, 5 seconds, 10 seconds, 20seconds, 30 seconds, 45 seconds, 60 seconds, 2 minutes, 3 minutes, 5minutes, and other times or ranges. In certain embodiments, this may beuseful when relying on an input power source that has a low power input(e.g. 50-250 amps) and may utilize this to output a large amount ofpower in a short amount of time (e.g., less than 10 seconds). In anembodiment, the capacitors may charge at 200 amps for 30 seconds andthen discharge at 6,000 amps in one second. In an embodiment, thecapacitors could charge at 200 amps for 30 seconds and discharge at 200for 30 seconds. In an embodiment including multiple banks of capacitors,the charge and discharge rate can be the same or different amongst thebanks. In an embodiment, the system may be used for large energy powerstorage that can be replenished slowly, about 30-45 seconds, anddischarged at about a 1:1 ratio, about 150 amps for about 30 seconds ofrecharge equals the ability to discharge at 1500 amps for about 3seconds. These are illustrative Examples only and other variations maybe used.

Embodiments of the present invention may include one ultra-capacitor ora bank of ultra-capacitors or ultra-capacitor modules connected inseries, parallel, or seriesparallel for collecting and storing small orlarge amounts of electrical energy. The electrical energy can then beutilized or released based on the energy consumption needs. The energymay be released at whatever rate the design is intended for. In certainembodiments, the capacitors of the invention allow for repeated,controlled, and rapid (e.g., every 20-50 seconds, more particularly30-45 seconds) charging and discharging of a particular bank ofcapacitors. In certain embodiments, the capacitors may allow for therepeated, controlled, and rapid (e.g., less than 30 seconds) chargingand discharging of a particular bank of capacitors. In certainembodiments, the system may include multiple banks of capacitors and mayallow the system to charge even more rapidly (e.g., under 30 seconds).

Certain embodiments may include a detached solid state energy storagesystem that has the ability to discharge rapidly at about a 1:1 ratio tostore and then supply high energy demands utilizing minimal line energyrequirements. An energy management system may be the only energy sourcethat advances a vehicle or sled utilizing one or more linear synchronousmotors homogenously with permanent magnets. An energy management systemmay be connected to line voltage during operation. The energy managementsystem may directly disconnected from our motors and sleds duringoperation. An energy management system may be discharged and charged toa predetermined limit based upon pre-calculated demands. A single energystorage device may provide the necessary demanded energy over a specifictime frame, e.g., about 1500 amps for about 3 seconds. A power systemmay be detached from the vehicle and may supply power to motors that aredetached from the system remotely utilizing a single power source thatmaintains a constant, predetermined power requirement.

This system can also be utilized to store regenerated energy developedor generated from eddy current braking allowing the customer to convertkinetic energy into electrical energy which ultimately creates an energyconsumption savings by collecting and storing the kinetic energy andutilizing it at a later time or event.

It is especially advantageous to combine embodiments of the Solid StateEnergy Storage and Management System with embodiments set forth in U.S.Pat. No. 8,727,078 regarding magnetic braking systems, which is herebyincorporated by reference in its entirety. In this manner the energy canbe efficiently harvested and a device, such as a vehicle, can beefficiently stopped. In U.S. Pat. No. 8,727,078, the air gap and statormay be used to harvest energy. Electrical energy generated by thecurrent eddy braking system may be used to recharge the ultra-capacitorsof various embodiments described herein. Thus the stators are not simplypassive but utilized to lower the electrical need of the entire ridesystem. There may be a synergistic relationship between a braking systemand the Solid State Energy Storage and Management System.

There may be a variety of ways to construct an ultra-capacitor. Forexample, ultra-capacitors can include conductive plates that are coatedwith a porous layer of activated carbon and immersed in an electrolyte.The conductive plates may be made from metal. Each carbon electrode canhave two layers of charge on its surface, in use. Thus, ultra-capacitorscan also be referred to as double-layer capacitors.

An Solid State Energy Storage and Management System may provideaffordable operation of a launch system without large amounts ofamperage demand from the power company and without the use of flywheelgenerators.

Certain embodiments may be useful when utilized in conjunction with alinear or rotary launch system to where a large amount of energy isneeded to rapidly accelerate a vehicle or sled uni-directionally orbi-directionally in a very short amount of time. This system may alsoreduce the electrical service size that would otherwise be very large interms of amperage to operate such devices. The high energy launchsystems may require approximately 250-4000 or more Amps forapproximately 2 to 3 seconds of launch time. Amperages for each launchof an exemplary systems may be greater than approximately 250 Amps, 500Amps, 1,000 Amps, 1,500 Amps, 2,000 Amps, 3,000 Amps, 4,000 Amps, etc.Launch times for exemplary systems may be approximately 0.5 seconds, 1.0seconds, 1.5 seconds, 2.0 seconds, 2.5 seconds, 3.0 seconds, 3.5seconds, 4.0 seconds, and higher. The system can similarly be used inconnection with linear induction motors, linear accelerators or othersystems requiring large bursts of electric energy in a short time.

For certain applications, approximately 150 to 200 Amps for 45 secondsto 1 minute may be used by an average lift hill motor to accelerate atrain from a beginning of the lift to the point of release at the top ofa hill for classic gravity fed applications. For smaller applications,less energy is needed to power them through their duty cycle. Nearly allamusement parks have 200 amps available to them just about anywhere inthe park. Therefore, certain embodiments of the present invention may beable to store enough energy within a period of 30 seconds to perform onelaunch with as little as 100 amps from a main power grid. In certainembodiments, the power grid may supply 100 amp, 480 V AC three phasepower. In certain embodiments, the system is continuously attached tothe power grid during operation. The power grid may be the only powersupply available for the drive launch modules and motors, according tocertain embodiments. Other power supplies may be used depending onparticular applications. Other power supplies may include batteries,windmills, nuclear power, solar panels/arrays, thermoelectric devices,and the like. The electrical energy may be stored in a bank of highdensity ultra-capacitor modules until needed for the launch discharge.Many amusement parks may not have the necessary power or infrastructureavailable to operate certain rides optimally or at all. These amusementparks, however, may utilize the systems and methods described herein tosupply the necessary power to run these rides. Amusement parks mayinstall as many systems as necessary in the park. Lower amperages can beused to charge/recharge the capacitors, but he lower the line amperageprovided, the longer the interval of time that may be required betweenlaunches. In certain embodiments the system may not need to operate atpeak line supply power levels and can provide optimal power outputs evenwhen the input power from the power grid may fluctuate or be reduced.

In certain embodiments, the system is directly connected to the publicpower grid providing AC power, the power is rectified to DC through thecapacitors and an active front end drive (AFE) and/or capacitors maysmooth the DC to make nearly pure DC without any harmonic distortion. Incertain embodiments, this may eliminate the need for snubber capacitors,snubber circuits, and/or other filters.

For applications where the launch cycle time is less than 30 seconds,the charging time may decrease and amperage may increase to 150-200Amps. In some applications there may be multiple banks of capacitorsthat may alternate the charge and discharge rate. This alternation mayhelp to avoid internal heat buildup that may occur during rapid chargeand discharge cycle times. In certain embodiments, monitoring equipmentincluding thermometers, temperature sensors, thermal cameras, thermalimaging software and controllers, temperature controllers, and the likemay be included.

The system may have a ten year service life or 1,000,000 cycles or more.Other time and cycle amounts are contemplated. Embodiments of thepresent invention may be more cost effective than a flywheel generator,up to two, three or more times less expensive, and may require little tono maintenance. Certain embodiments may generate little to no noise, inthe electrical portion, and may take up less than quarter the space, ascompared to a flywheel system.

Thus, certain embodiments may provide energy savings due to thedecreased power demand and power grid overload that may occur launchinga linear synchronous motor (LSM) system directly from the grid.

Once the system is fully charged with stored power, the system may turnoff, unlike a flywheel generator where an electric motor may need tokeep the flywheel at a constant revolutions per minute (RPM) even atrest while waiting to release energy. For example, the losses when thesystem is waiting beyond the recharging time can be minimized in certainembodiments. While there may be some leakage current in theultra-capacitors, this value may be small compared to the mechanicallosses in a flywheel system.

A solid state system may require no periodic maintenance as there may beno moving mechanical parts that wear out. Thus, all the switchesinvolved can be implemented in solid state devices, without requiringmechanical switches. Moreover, unlike lead-acid battery cells, theultra-capacitors may not require periodic chemical maintenance.

The system may not require a separate or remote facility to be housedin, unlike a flywheel generator. The system may be located in a cabinetdirectly next to the LSM drive system in the main LSM control room. Thecabinet space required to house an embodiment of a 2,000 Amp system maybe approximately 24-56″ wide×24-56″ deep×36-144″ height. Other sizes arecontemplated for various applications and positioning of capacitors andplacement of the system. For instance a 1,200 Amp 1.5 to 2.0 secondlaunch may require approximately 1.0 Mega Joules (Mj) of energyincluding IR2 losses from heat, connections and stator coil resistance.An embodiment with a 36 w×37 d×84 h system can, in certain embodiments,store and hold 1.4 Mj of energy within the 30 second time period with athree phase 100 amp electrical service.

In certain embodiments, the use of an enclosed system allows for thedetachment of the system from the item to be propelled. In someembodiments, the system may be spaced apart from a vehicle as much as a¼ or a ½ a mile or further. Because certain embodiments allow forphysical detachment between the vehicle and the system, the system canbe “plug and play” in that it can be easily inserted into any powerinput (e.g., any public power grid hookup) and provide a predeterminedpower output. In certain embodiments, the individual components of thesystem may also be spaced over long distances. In an embodiment, thesystem can be spaced up to V2 mile away from the motor and the motor canbe spaced up to V2 mile away from the vehicle. Certain embodiments,thus, may allow for flexible positioning of the components, which allowfor a large variety of footprints associated with the spacing of thesystem. In certain embodiments, this flexibility may also allow for theuse of one system and one transistor array to be connected to multiplevehicles.

In certain embodiments, one system may be associated with multipletransistor arrays that provide power to multiple motors. In anembodiment, the cabinet housing of the system is completely detachedfrom the motor and the motor is not physically connected to the vehicle.In an embodiment, the motor imparts motive force onto the vehiclethrough a magnet or magnets attached to the vehicle and a magnet ormagnets attached to the motor. Magnets may be permanent. The vehicle maynot have any separate power source. In certain embodiments, the vehiclemay have permanent magnets only used for a drive system. A motor may bedetached from the vehicle. In certain embodiments, only a remote motormay be used, such as a linear motor in an amusement park ride. Incertain embodiments, linear synchronous motors may be used, which inturn utilize a permanent magnetic rotor. More specifically, the systemmay manage and store high levels of energy, e.g., 400-4,000+ amps,detached from the motors and located remotely from the motorsthemselves.

The ultra-capacitor banks may be directly connected to a DC common drivesystem bus via a contactor or disconnect or possibly both. Theultra-capacitor bank may receive power from an AFE. Certain embodimentsmay include one or more variable frequency drives (VFDs) and these maydraw DC current from the capacitor bank(s). In certain embodiments, theVFDs may include VFD controllers and may utilize pulse width modulation.The DC current can get chopped up into a sine wave. Various techniquesfor synthesizing a sine wave are permitted. Since the sine wave can becreated from DC, there may not be need for complex filters to conditionthe power. In certain embodiments, there may be an inverter, AC/DCconverter, boost converters, buck converters, buck-boost converters andthe like may also be included.

In certain embodiments, the input of a linear motor is completelyisolated from frequency irregularities in the power grid, in that thepower received is always received via the DC bus. In certainembodiments, vehicle propulsion can be achieved with greaterconsistency.

The ultra-capacitor bank(s) can provide significant advantages duringthe power stage process. The size of this system may be smaller than theequivalent power front end converter by about 10% to 50%, 20 to 40%, 25%to 30%, etc. The ultracapacitor banks can provide cleaner power thanwhat is available from the public utility electrical grid. A nearperfect sine wave can be produced easily from the inverter and/or theAFE with little distortion in the DC, eliminating the need for snubbercapacitor boards and other wave smoothing devices. Alternatively, anembodiment can achieve this with the inverter.

A standard rectified front end may produce at least 30% more harmonicsand wave distortions in the sine wave forms. By comparison, thecapacitor bank(s) connected to the AFE may produce less than 5%harmonics and distortions.

With the advantages described above, the VFD system may be reduced by atleast 30% (not including a flywheel generator and the housing room). Thepulse width modulation (PWM) and wave form that the collected and storedenergy VFD produces is nearly pure and may not require smoothingcapacitors or other accessories that are normally utilized in thecurrent VFD drive systems.

Certain embodiments may include a 1,200 Amp VFD drive system with theultra-capacitor system connected to a 25 Kw AFE. This drive system maylaunch a 2250 Kg (4961 lbs.) cart to 35 mph within 1.7 seconds atapproximately with IG of acceleration. The total energy requirement forthis launch application may require approximately 309 Kj of energyincluding IR2 coil losses, connection losses and other miscellaneouslosses. The ultra-capacitor bank may have a minimum of 400 Kj of storedelectrical energy and the VFD may release this energy through the commonbus connection system, manage the energy and utilize it to chop andproduce proprietary sine wave forms to drive the stators that may beattached stationary to the track assembly. A three phase 100 Amp 480 VACservice from the public utility grid may be connected to a 25 Kw AFE towhere the AFE may charge the ultra-capacitor modules for approximately20 seconds. Once the capacitor modules are charged the launch system maybe ready to execute.

Certain embodiments described herein, and the ultra-capacitors ingeneral, may represent compact and cost effective ways of storingenergy, connecting to the common bus system of the VFD and thenreleasing the energy in a controlled manner.

In certain embodiments, small generators may be used to power smallerrides or rides with slower cycle times. Smaller generators may be used,but may take longer times to charge the capacitors. While certain usesmay want 150 Amps to supply a charge time of approximately 30 seconds,smaller amperage may be used with slower recharge times. Any amperagemay be used, such as 20, 10, 5, 1, or less to recharge the system withincreasing recharge times.

FIG. 1 illustrates a system according to certain embodiments. As shownin FIG. 1 , a system can include a direct current (DC) bus 110configured to operate within a predetermined range of voltages. Incertain embodiments, this may include a range of approximately 100-3,000volts. In certain embodiments, predetermined ranges of voltages may beabout 690 V 3 phase, 480 volt, or 750 volts and amounts between theseamounts. The bus can be a high voltage bus configured to transportmultiple megawatts of power at high voltages with low resistance in DC.Copper bars may be used as an example of the materials for this bus,although other conductive materials are also permitted.

The system can also include an array 120 of a plurality ofultra-capacitors connected to the DC bus and configured to supply the DCbus with energy. The number of ultra-capacitors can be selected based onthe energy needs of the system. The ultracapacitors can be provided inmodules corresponding to a fixed unit of energy storage representing amaximum suggested energy storage amount of the ultra-capacitors in themodule. The ultracapacitors can be shielded from being touched atterminals of the module and array 120.

The system can include a discharge unit 122 that can be connected to thearray 120 and can be configured to discharge energy from the array 120in case of powering down of the array 120. The discharge unit 122 caninclude a resistor bank that can convert electrical energy into heat,light, or a combination of heat and light. The discharge unit 122 can beconfigured to completely discharge the array 120 in about 10 to 15minutes. The discharge unit 122 can be triggered by any powering downevent including a detected failure of the power grid, a detected errorin a driven system, a detected tampering or other security event, or thelike.

The system can also include an input 130 configured to receive energyfrom a power grid 132. The power grid 132 can be configured to supplyfewer than 250 amps of power. The power grid 132 can be a standard powergrid provided by a traditional local power company, as typicallyconfigured to supply power to residential, commercial, and lightindustrial customers. Power grid 132 may also include power generatingdevices. The power grid 132 can supply 120 V AC or 240 V AC to the input130. Other voltages are also permitted. The input can include an activefront-end circuit. The active front-end circuit can take the linevoltage to the desired level. For example, an AC line may be rectifiedto DC, resulting in line voltage DC. In an exemplary embodiment, theline voltage may be 480 V AC, which is 650 VDC. The 650 VDC may then beincreased by the active front-end circuit to 750 VDC. Continuing thisexample, the bus may be kept at 750 VDC and may discharge toapproximately 650 VDC after launch. Launches or Discharges may deplete avariety of amps from the capacitors. In exemplary embodiments,approximately 50-100 amps may be depleted from capacitors on launch ordischarge. In certain embodiments, depletion of the system preferably isless than approximately 60%, 55%, 50%, 45%, 40%, 35%, 30%, 25%, etc.

The system can additionally include a controller 150 configured tocontrol charging and discharging of the array of ultra-capacitors andconfigured to control the DC bus to remain within the predeterminedrange of voltages. The controller 150 can be implemented in variousways, including a computer controller including a central processingunit (CPU) or an application specific integrated circuit (ASIC). Thecontroller 150 can be a collection of circuit components that operatetogether to achieve the controlled functions. The controller 150 canhave access to various sensors, not illustrated, if desired. Thecontroller 150 can involve only passive components, in certainembodiments.

The system can further include an output 140 configured to supply morethan 250 amps of power. For example, the output can be configured toprovide about 250 to 4,000+ amps for approximately 2 to 3 seconds. Theoutput 140 can include a variable frequency drive.

The system can also include at least one three-phase alternating current(AC) power supply 160, which can be provided at the output 140. The ACpower supply 160 is configured to be driven by the DC bus 110.

Certain embodiments may also use a current or voltage regulated DC powersupply.

The system can additionally include a motor, for example a linearsynchronous motor 170, which can be configured to be driven by the ACpower supply 160. Other motors, such as a linear induction motor, arealso permitted. Likewise, other systems can be driven instead of, or inaddition to, a motor.

The system can also include a vehicle 180 configured to be driven by thelinear synchronous motor on a closed track (not shown). It is alsopossible for a vehicle to be launched off an open track. The vehicle mayinclude rollercoaster trolleys, trolleys, train cars, automobiles,passenger transporting devices, and the like.

The system can further include an energy recovery circuit 190 configuredto recycle energy discharged through the output at a second input 192.The second input 192 can be configured to receive power from aregenerative braking circuit, which can be installed in connection with,for example, slowing a previously launched vehicle, such as vehicle 180.

FIG. 2 illustrates a method according to certain embodiments. The methodcan include, at 210 operating a direct current (DC) bus of a systemwithin a predetermined range of voltages. The method can also include,at 220, supplying the DC bus with energy using an array comprising aplurality of ultra-capacitors connected to the DC bus. The method canfurther include, at 230, receiving energy from a power grid via an inputof the system, wherein the power grid may be configured to supply fewerthan 250 amps of power.

The method can additionally include, at 240, supplying more than 250amps of power via an output of the system. The method can also include,at 242, supplying threephase alternating current (AC) power driven bythe DC bus. The method can further include, at 244, driving a linearsynchronous motor using the AC power. The method can additionallyinclude, at 246, driving a vehicle on a track using the linearsynchronous motor.

The method can also include, at 250, controlling charging anddischarging of the array of ultra-capacitors. The method can furtherinclude, at 260, controlling the DC bus to remain within thepredetermined range of voltages. The method can further include, at 270,recycling, with an energy recovery circuit, energy discharged throughthe output at a second input, wherein the second input receives powerfrom a regenerative braking circuit.

Embodiments described herein may be widely utilized in the amusementindustry, military applications, such as by the Department of Defensefor launching drone aircraft, people movers, automotive industry fordestructive testing and any other industry where rapid or slow movingvehicles or objects need to be accelerated, driven and or controlled forall types of purposes.

FIGS. 3A-3B describe an exemplary system of the Solid State EnergyStorage and Management System. As shown in FIG. 3A, a circuit may bedivided into a voltage regulator and a precharge. Voltage may enter thesystem. In an exemplary embodiment, the voltage may enter from the powergrid in a predetermined form, such as at about 380-480 Vac at about50/60 Hz. The voltage may enter the voltage regulator and/or prechargevia one or more switches. Wires may carry current throughout the system,including to a load via an output a V de. A differential may existacross a switch (KRegen) and a switch (Krrecharge). An MP (Precharge)may convert the input voltage from AC to DC. An SP REGEN (VoltageRegulator) may regulate voltage. A V de setpoint may control the voltageregulator. A super/ultracapacitor may be provided. Thesuper/ultra-capacitor may be temperature monitored to avoid overheating.A discharge circuit may be provided with a switch (KDischarge) and aresistor (RDischarge). FIG. 3B shows an Active Front End-VoltageRegulator and a precharge curve.

Although the foregoing description is directed to the preferredembodiments of the invention, it is noted that other variations andmodifications will be apparent to those skilled in the art, and may bemade without departing from the spirit or scope of the invention.Moreover, features described in connection with one embodiment of theinvention may be used in conjunction with other embodiments, even if notexplicitly stated above.

One having ordinary skill in the art will readily understand that theinvention as discussed above may be practiced with steps in a differentorder, and/or with hardware elements in configurations which aredifferent than those which are disclosed. Therefore, although theinvention has been described based upon these preferred embodiments, itwould be apparent to those of skill in the art that certainmodifications, variations, and alternative constructions would beapparent, while remaining within the spirit and scope of the invention.In order to determine the metes and bounds of the invention, therefore,reference should be made to the appended claims.

The invention claimed is:
 1. A system, comprising: a direct current (DC)bus; an input connected to the DC bus and configured to receive powerfrom a power grid; an output connected to the DC bus and configured tosupply power to an alternating current (AC) power supply to operate atleast one linear synchronous motor to drive a vehicle by impartingmotive force to a magnet attached to the vehicle; an array ofultra-capacitors connected to the DC bus and configured to continuouslyreceive power from the power grid via the input and the DC bus duringoperation, the array of ultra-capacitors configured to provide power tothe output via the DC bus; and a controller configured to controlcharging and discharging of the array of ultra-capacitors so the arrayof ultra-capacitors does not discharge more than 80% of the fullycharged capacity of the array of ultra-capacitors.
 2. The system ofclaim 1, further comprising a recycling system comprising a secondenergy input for receiving energy from a regenerative braking circuit.3. The system of claim 2, wherein the recycling is accomplished byobtaining power from magnetic braking.
 4. The system of claim 3, whereinthe magnetic braking is eddy current braking utilizing an air gap and astator.
 5. The system of claim 1, wherein the output is configured tosupply power having more than 250 amperes to the AC power supply.
 6. Thesystem of claim 1, wherein the AC power supply comprises a three-phaseAC power supply, and wherein the three-phase AC power supply isconfigured to be driven by the DC bus.
 7. The system of claim 6, whereinthe three phase AC power supply comprises a variable frequency drive. 8.The system of claim 1, wherein the magnet attached to the vehiclecomprises a permanent magnetic rotor of the at least one linearsynchronous motor, wherein the at least one linear synchronous motorcomprises at least one stator, wherein the AC power supply is configuredto operate the at least one stator to impart the motive force to thepermanent magnetic rotor by applying a magnetic field from the at leastone stator to the permanent magnetic rotor to propel the vehicle, andwherein the at least one stator is not physically connected to thevehicle.
 9. The system of claim 1, wherein the at least one linearsynchronous motor is detached from the system and wherein the vehicle isdetached from the system.
 10. The system of claim 1, further comprisinga cabinet housing the DC bus, the input, the output, the three-phase ACpower supply, the array of ultra-capacitors, and the controller.
 11. Thesystem of claim 10, wherein the cabinet is detached from the linearsynchronous motor and not physically connected to the vehicle.
 12. Thesystem of claim 1, wherein the controller is configured to control thecharging and discharging of the array of ultra-capacitors so the arrayof ultra-capacitors does not discharge more than 70% of the fullycharged capacity of the array of ultra-capacitors.
 13. A method,comprising: receiving power from a power grid at an input of a system,the input connected to a direct current (DC) bus; continuously supplyingpower from the power grid via the input and the DC bus to an array ofultra-capacitors of the system connected to the DC bus during operation;controlling charging and discharging of the array of ultra-capacitors tosupply power from the array of ultra-capacitors to an output connectedto the array of ultra-capacitors via the DC bus so the array ofultra-capacitors does not discharge more than 80% of the fully chargedcapacity of the array of ultra-capacitors; and supplying power from theoutput to an alternating current (AC) power supply to operate at leastone linear synchronous motor to drive a vehicle by imparting motiveforce to a magnet attached to the vehicle.
 14. The method of claim 13,wherein the system further comprises a recycling system comprising asecond energy input for receiving energy from a regenerative brakingcircuit, wherein the recycling is accomplished by obtaining power frommagnetic braking, and wherein the magnetic braking is eddy currentbraking utilizing an air gap and a stator.
 15. The method of claim 13,wherein the output is configured to supply power having more than 250amperes to the AC power supply.
 16. The method of claim 13, wherein theAC power supply comprises a three-phase AC power supply, and wherein thethree-phase AC power supply is configured to be driven by the DC bus.17. The method of claim 16, wherein the three phase AC power supplycomprises a variable frequency drive.
 18. The method of claim 13,wherein the magnet attached to the vehicle comprises a permanentmagnetic rotor of the at least one linear synchronous motor, wherein theat least one linear synchronous motor comprises at least one stator,wherein the AC power supply is configured to operate the at least onestator to impart the motive force to the permanent magnetic rotor byapplying a magnetic field from the at least one stator to the permanentmagnetic rotor to propel the vehicle, and wherein the at least onestator is not physically connected to the vehicle.
 19. The method ofclaim 13, wherein the at least one linear synchronous motor is detachedfrom the system and wherein the vehicle is detached from the system. 20.The method of claim 13, wherein the controller is configured to controlthe charging and discharging of the array of ultra-capacitors so thearray of ultra-capacitors does not discharge more than 70% of the fullycharged capacity of the array of ultra-capacitors.